The site was chosen in the early 1830s by George and Robert Stephenson, engineers of the L&BR. The area was mostly farmland at the edge of the expanding city. The station was named after Euston Hall in Suffolk, the ancestral home of the Dukes of Grafton, the main landowners in the area. Objections by local farmers meant that, when the Act authorising construction of the line was passed in 1833, the terminus was at Chalk Farm. These objections were overcome, and in 1835 an Act authorised construction of the station, which then went ahead.[5][6]

"Euston Arch": the original entrance to Euston Station (photo in 1896)

The original station was built by William Cubitt.[7] It was designed by the classically trained architect Philip Hardwick[8] with a 200 ft (61 m)-long trainshed by structural engineer Charles Fox. It had two platforms, one for departures and one for arrivals. Also by Hardwick was a 72 ft (22 m)-high Doricpropylaeum, the largest ever built,[9] erected at the entrance as a portico, known as the Euston Arch.

The Great Hall, Euston Station

Until 1844 trains were pulled up the incline to Camden Town by cables because the L&BR's Act of Parliament prohibited the use of locomotives in the Euston area; this is said to have been in response to concerns of local residents about noise and smoke from locomotives toiling up the incline.[10]

The station grew rapidly as traffic increased. It was greatly expanded with the opening in 1849 of the Great Hall, designed by Hardwick's son Philip Charles Hardwick in classical style. It was 126 ft (38 m) long, 61 ft (19 m) wide and 64 ft (20 m) high, with a coffered ceiling and a sweeping double flight of stairs leading to offices at its northern end. Architectural sculptor John Thomas contributed eight allegorical statues representing the cities served by the line. The station stood on Drummond Street, further back from Euston Road than the front of the modern complex; Drummond Street now terminates at the side of the station but then ran across its front.[11] A short road called Euston Grove ran from Euston Square towards the arch. Two hotels, the Euston Hotel and the Victoria Hotel, flanked the northern half of this approach.

As traffic grew, the station required further expansion. Two platforms were added in the 1870s with new service roads and entrances, and four in the 1890s, bringing the total to 15, one of them for parcels traffic.[5]

Apart from the lodges on Euston Road and statues now on the forecourt, few relics of the old station survive. The National Railway Museum's collection at York includes a commemorative plaque and E.H. Bailey's statue of George Stephenson, both from the Great Hall; the entrance gates; and an 1846 turntable discovered during demolition.

In the early 1960s it was decided that a larger station was required. Because of the restricted layout of track and tunnels at the northern end, enlargement could be accomplished only by expanding southwards over the area occupied by the Great Hall and the Arch.[6] Amid much public outcry, the station building and the Arch were demolished in 1961–2 and replaced by a new building. Its opening in 1968 followed the electrification of the West Coast Main Line, and the new structure was intended to symbolise the coming of the "electric age". The station was built by Taylor Woodrow Construction Ltd[6] to a design by BR's architects in consultation with Richard Seifert & Partners, responsible for the second phase of the complex in the late 1970s.

The station is a long, low structure with a frontage of some 197 m (646 ft). The second phase consists of a bus terminal and three low-rise office towers overlooking Melton Street and Eversholt Street. The offices were occupied by British Rail, then by Railtrack, and finally by Network Rail, which has now vacated all but a small portion of one of the towers. These buildings are in a functional style; the main facing material is polished dark stone, complemented by white tiles, exposed concrete and plain glazing. The station has a single large concourse, separate from the train shed. A few remnants of the older station remain: two Portland stone entrance lodges and a war memorial. A statue of Robert Stephenson by Carlo Marochetti, previously in the old ticket hall, stands in the forecourt.

There is a large statue by Eduardo Paolozzi named Piscator dedicated to German theatre director Erwin Piscator at the front of the courtyard. Other pieces of public art, including low stone benches by Paul de Monchaux around the courtyard, were commissioned by Network Rail in the 1990s.

The station has catering units and shops, a large ticket hall and an enclosed car park with over 200 spaces.[13]

The screening-off and positioning of platforms away from a spacious main concourse results in a waiting area protected from the elements, while areas in front of the intercity platforms allow passengers to queue without obstructing passenger flow in the main body of the station. Passenger flow is further aided by the positioning of the main departure indicator board to encourage passengers to gather away from platform entrances, and by a walkway under the main concourse that provides a direct link from commuter platforms 8 to 11 to the Underground station.

The lack of daylight on the platforms compares unfavourably with the glazed trainshed roofs of traditional Victorian railway stations, but the use of the space above as a parcels depot[14] released the maximum space at ground level for platforms and passenger facilities.

The station has 18 platforms: platforms 8 to 11 are used for London Overground and London Midland commuter and regional services, and have automatic ticket gates. Platforms 1, 2, 14 and 15 are extra long to accommodate the 16-car Caledonian Sleeper.

Euston's 1960s style of architecture has been described as "hideous",[15] "a dingy, grey, horizontal nothingness"[16] and a reflection of "the tawdry glamour of its time", entirely lacking in "the sense of occasion, of adventure, that the great Victorian termini gave to the traveller".[17] Writing in The Times, Richard Morrison stated that "even by the bleak standards of Sixties architecture, Euston is one of the nastiest concrete boxes in London: devoid of any decorative merit; seemingly concocted to induce maximum angst among passengers; and a blight on surrounding streets. The design should never have left the drawing-board — if, indeed, it was ever on a drawing-board. It gives the impression of having been scribbled on the back of a soiled paper bag by a thuggish android with a grudge against humanity and a vampiric loathing of sunlight".[18]Michael Palin, explorer and travel writer, in his contribution to Great Railway Journeys titled "Confessions of a Trainspotter", likened it to "a great bath, full of smooth, slippery surfaces where people can be sloshed about efficiently".

Euston station seen from above

Access to parts of the station is difficult for people with physical disability. The ramps from the concourse down to platform level are too steep for unassisted wheelchairs,[citation needed] but the introduction of lifts in May 2010 made the taxi rank and underground station accessible from the concourse.

The demolition of the original buildings in 1962 has been described as "one of the greatest acts of Post-War architectural vandalism in Britain" and is believed to have been approved by the Prime Minister, Harold Macmillan, the first of a line of Prime Ministers who championed motorway building. The replacement trainshed has a low, flat roof, making no attempt to match the airy style of London's major 19th century trainsheds. The attempts made to preserve the earlier building, championed by the later Poet LaureateSir John Betjeman, led to the formation of The Victorian Society and heralded the modern conservation movement.[19] This movement saved the nearby high Gothic St Pancras Station when threatened with demolition in 1966, ultimately leading to its renovation in 2007 as the terminus of HS1 to the Continent.

The demolition of the original building is often compared to the 1963 demolition of New York Penn Station, which similarly alerted preservationists in New York City to the importance of saving historic buildings.

Extensive but superficial damage was caused by an IRA bomb that exploded close to a snack bar at approximately 1:10pm on 10 September 1973, injuring eight people. The Metropolitan Police had received a three-minute warning and were unable to evacuate the station completely, but British Transport Police evacuated much of the area just before the explosion, reducing casualties. In 1974, the mentally-ill Judith Ward was convicted of this and other crimes despite the evidence against her being highly suspect. She was acquitted in 1992, and the actual culprit has not been found.[20]

Ownership of the station transferred from British Rail to Railtrack plc in 1994, passing to Network Rail in 2002 following the collapse of Railtrack.

In 2005 Network Rail was reported to have long-term aspirations to redevelop the station, removing the 1960s buildings and providing more commercial space by using the "air rights" above the platforms.

In December 2005 Network Rail announced plans to create a subway link to Euston Square tube station, currently separated by a five-minute walk along Euston Road.[21]

On 5 April 2007, British Land announced that it had won the tender to demolish and rebuild the station, spending some £250m of its overall redevelopment budget of £1bn for the area. The number of platforms would increase from 18 to 21.[22] Media reports in early 2008 hinted that the Arch could be rebuilt.[23]

Sydney & London Properties, project manager to the Euston Estate Limited Partnership, launched a Vision Masterplan in May 2008 with the aim of stimulating debate about the future of the station and its neighbourhood.[24]

On 11 March 2010 the Secretary of State for Transport announced that Euston was the preferred southern terminus of the proposed High Speed 2 line to Birmingham and the north.[30] This would require expansion to the south and west to create new sufficiently long platforms. These plans would preclude the 2007 reconstruction and would entail complete reconstruction, involving the demolition of 220 Camden Council flats, with half the station providing conventional train services and the new half high-speed trains. The Command Paper suggests rebuilding the Arch, and an artist's impression includes it.[31]

The station would have 24 platforms serving both high-speed and classic lines. These would be at a low level. The flats demolished for the extension would be replaced by significant building work above. The underground station would be rebuilt and connected to Euston Square tube station. When High Speed 2 is extended beyond Birmingham, the Mayor's office believes it will be necessary to build the proposed Crossrail 2 line via Euston to relieve 10,000 extra passengers forecast to arrive during an average day.[32][33][34][35]

To relieve pressure on Euston during and after rebuilding for High Speed 2, HS2 Ltd has proposed the diversion to Old Oak Common (for Crossrail) of eight London Midland trains per hour originating/terminating between Tring and Milton Keynes Central (inclusive).[36]

If High Speed 2 goes ahead, Transport for London (TfL) plans to change the safeguarded route for the proposed Chelsea–Hackney line to include Euston between Tottenham Court Road and King's Cross St Pancras.[40] As part of the rebuilding work for High Speed 2, it is proposed to integrate Euston and Euston Square into a single tube station.[33]